Sheet-metal end structure for railway-cars



, I. N- RUSSELL. I sIIEI-:T MET-AL END sIRucIIJIIQ F'oR .RAILWAY CARS.

IIPPLIc'IITIoN FIL'EIYoIcT'. I3. |7919.

Patented Mar. 2 1920 2 sHEETs-sIIEI'II.

N.\ RUSSELL. SHEET METAL END STRU cuR'EfoR RAI'LWAY CARS.

APPLICA/TION FILED OCT. 13| 1919.

Patented Mar. 2, 1920.

2 SHEETS-SHEET 2. l

.UNITEDsTArnsfPATENT OFFICE.

ar1d l usefull.linproveinent in ,SheebMetal i 'End' Structures forRailwayars, of which l the following'is v a speciication.

flfhisfinvention.relates to end structures for railway cars, and has for its essential object the provision of a corrugated sheet metal end structure of maximum strength fand thataffords afinaximum resistance to l. thesevereshocks; and stresses towhich car end, structures a 1e necessarily subjected.

,The ,invention,alsoincludes among its obljjec'ts such other advantages Aand results as i maybe found tol.obtain in the structures hereinafter. set, forthjor claimed.

the accompanying drawings, forming y a .part oft'hisspeciication and .showing,' for purposes of' exemplication, `a preferred .Y ,form 4and manner, in which the invention .may beembodied andpractised, but with- .o ut limiting .the claimed invention specificallyto gsuchillustrativedinstance or in- -sstanceszL-f 3,55 gg.,

Figure, 1 isgan-end elevation of a rail- .wayj box fear; provided with acorrugated sheet .inetalend constructed in accordance `withl the presentf invention.' Figy 2. is avertcal sectional' elevation ofthe `same Aon thelinexQ-Q of Fig. 1.

A Figa 3 isa, fragmentary side' elevation of that portion of1 theerailway box car ad- ,jacent to the end .of ythe car.

Figa; is a ,composite horizontal sectional .fF'ig. 5,'.is an enlarged detailed diagrammatic-;view ofainetallic plate having cors rugations of ordinaryatype.'

i'entionmkcfvj; u y. .The same;charjac.ter s of reference indi-v -cate the same parts throughout thefsevera'l i. eta end structure Ithatf'lcoversfthe snnnriivinfren rain sffrnuortinn'fronj nain" speciacanon of tet-ters Patent.

-, roof of the carl overlaps the upper sheet through the nailing-strips yand the.

Fig. 6 is an; enlarged 4sectional view of. a

metallic @plate having 4 corrugations constructed .in-accordance .Withthe .presenti-1k ,v

*l thatthelowersheetisnrequired to withst n -much greater'fthrusts and. heavier ,pressa thanjthe uppersheet,includi ng the vthrust y 'and pressures producedby shifting of til .loadwithinthe carjof which the greater car.: embodies. ina-fits Aconstruction theIk usual' f sides'-21;421,-:ve1tical-,corner:posts 22-'22,.1

,f 24, iooring 25v and l l n i where'.itjiisy requiredtdbear the heaviestith the invention, the.

Hussein. nachfragen, mijin'oifs,.issieiioniio"ciiIcG-oiiiwsmnn efteling-or cHIcAeof-innfo A. .CORIRAQION .6E ILLINQISsi Ifaitented 12,1920.

\.. A.application filed october 13, 191e. seria1No.,-33Q,2e9" F1 endsslieathing.123..of the lcar comprises an f upper metallic sheet .27 yand La lower metallic sheet 28, the vuppermetallic sheet overlap-l ping the lower metallic sheet, 'as shown at 29, and securedthereto by a line. of rivets 60 3 0, Thetwo sheets 27--28arey secured tol the corner posts 22 of a ear yby lines of bolts 31-32, said lines of bolts being,` .respectively located nearthe sides of the car; and the sheetsA 27-28 are preferablyormed. with 65 Hang-es 333i at their opposite vertical edges `which are bent over said posts of the car' and respectively securedthereto b lines of bolts S-36. The end plate 37 adJacent the 27 of the car end, as shown, and is secured4 thereto by rivets 38. The bottom edgev of the lower sheet 28 may be secured to the4 f end sill 26 by a horizontal line o'frivets 39.

vAs shown in the drawings, the upper sheet 27. is formed with a. plurality"of-,parallel j horizontal corrugations extendinf i' y across and merging into the flat-sl of `the sheet, to which -are applied?ftheffyertical lines of bolts 8l--32 and constituting 80 a symmetrically corrugated main body of.

the sheet; and the lower sheet 28 is formed with a plurality of similarly formed horizontal corrugations which, howeveigfare relatively deeper than the, corrugations of the upper 'sheet :27. The end sheathing` 23 is secured to the horizontal nailing st'sips l2- 43 by series of bolts 0f-41 a ed {orrugated portion of the upper sheet 27 and 90 likewise to nailing strips .TLG-47 by serii,kv

of bolts g-l5 passed through said nailing strips andI the corrugated portion of the lower sheet 28. As the resistance to stress-of .a corrugated sheetv of metal, increases um- .9i vformly with the depth of the corrugations, the corrugat-ions of the lower sheet 28 of the i end wallofE a car are made relatively deeper than those ofthe upper sheet, for the reason-- 4shocks.

Animportant .ofjtlfie invention 110 lies in the particular formation of the co-rrugations inthe sheets 27g-'28 constituting the end of a railway car. These corrugations 'are especially constructed to secure a.

Vnraximum strength and resista-nce t pressures and thrusts in the sheet forming the 'car end. iVith this end in View, the corrugat-ions of' an end. sheet arey formed in such manner that as large a proportion 'of metal "as possible is located above and below the neutralaxiis of the sheet, e. the horizontal v line through section o'f the sheet which will be neither stretched'or compressed under stresses or loads applied to the sheet.

' shown in the drawings, the fiat tops 48, 49`

of the truncated corrugations are of substantial width but not wider than the depth between such. tops of the c-orrugations dis pose-d on opposite sidesof the neutral plane of the sheet body. lVith this construction, lmetal is massed at the greatest distance Afrom the neutral plane of the sheet-body, so

as to secure the full strengthening eii'ect mentionedabove, without 'extending the fiat tops of the corrugations to such a width that theyl are beyond the range of the truss effect of the sloping webs connecting them.

In this manner and 'by4 this construction, there. is obtained a new and improved arrangement and disposition of the met-al which is available in the sheet, so as to produce a sheet of maximum stiffnessand 4resistance against bending inwardly or outwardly; that is to say, as much metal is disposed at the maximum distance from the neutral plane 'of the sheet, as. is consistent with the n' cessary frequency of its supports, which arey the inclined connecting web portions. I'n other words, if the inclined supports are not frequent enough the shape of a. flat uncorrugated sheet is approached,

with a. resultant decreased stiffness; on the other hand, if the supports are too frequent,

as where the opposite inclined portions meet to form edges or apice-s. there is no extended disposition of metal at the'greatest distance from the neutral plane, so that an import-ant factor of strength is lost. The corrugated sheet provided b v the 'present invention is of maximum stiffness fand strength because it combines the two strength contributing factors in av corrugated sheet in the most advantageous way, namely: ,the inclined supports are frequent enough to obtain the greatest possible number of corrugation'sv while at the same time lthe fiat tops are o' such extended width as to secure disposition of the greatest possible mass of metal .at theA greatest distance from the neutral plane. of the sheet.

In .the form' of the invention illustrated in Figs. V1 to 4 inclusive, the corrugated sheets of the car end are made of great strength by forn'iing such sheets with truncated'corru-l gations, the iat tops of which may be re! spectively disposed to constitute flat hills 48 and fiat valleys 49. The portions 50 connecting the hills 48 with the valleys 49 may likewise be Hat asshown. The much greater strength of a metal sheetcorrugated in the manner abovespecified is illustrated by the comparison given in' Figs. 5 and 6,

`in.which Fig. 5 represents diagrammatically an ordinary corrugated sheet having rounded hills. and valleys, and Fig. 6 represents a corrugated sheet formed lwith flat hills and valleys. Assuming that line A-*B indicates the neutral axis of the two sheets shown in Figs. 5 and 6: it will be readily perceived that the sheet indicated in Fig. 6 contains more metal of maximum stress resisting property than the sheet indicated in-Fig. This is because of the fact that only the tips 51 `of the hills and valleys of the rounded corrugations of theplalte of Fig. 5 are located at the greatest-distance above and below the neutral axis A-Bgvhereas in the corrugated plate illustrated in F ,(3A` the flattened hillsA 48 and flattened valleys S49 constitute broad surfacesof metal that are located the maximum distance above and below the neutral'axis A-B. As the strength of the metal of thel plate increases uniformly with its distance fromthe neutral axis, it follows that the corrugated plate illustrated in Fig. 6 and constructed in accordance with the invention is of much greater strength and has much higherresistance to' pressures and shocks than the ordinary plate of Fig. 5.-

The 'feature' of having the upper and lower sheets differ from each other in thedepth of their lrespective -corrugation's, irrespectively of the form of the `corrugations, is the subject of myapplication Serial No. 356.292. filed February 4,1920, as

a division of this application. y

The invention, as hereinabove set forth,

is embodied in a 4particular form of construc.

tion, but may be variously embodied within l tions having substantially' flat hills and val-v leys; and :a lower'metall-ic sheet also secured to the' frame ofthe car and formed with horizontal parallel corrugations, "relatively deeperthan the 'corrugations -of saidV upper maant,v

sheet and having substantially flat hills -and f valleys substantially as specified.

`and formed with horizontal corru .2. -A sheet metal end`st1ucture for railway cars, embodying: an` upper Ymetallic sheet secured to the frame of a car and formed with horizontal parallel eorrugations having substantially. fiat hills; land alower metallic sheet also securedto the frame of the car tions, relatively deeper than the corrugatlon's of said-upper sheet and having substantially flat hills; substantiall vas specified.

3. A sheet metal end7 structure/for-railwaycars, embodying: Van u per `metallic sheet secured to t e frame o a carand formed 1 with horizontal parallel -corrugations having substantially fiat valleys; and a lower metallic sheet also secured to the frame of the car and formed with horizontal parallel corrugations, relatively deeper than-the corrugations of said =upper sheet and havingsubstantially ilat valleys; substantially as specified. w 4. A sheet metal end structure for railway cars, embodying: an upper metallic sheet s e-.

cured to the frame o f a car and formed with horizontal parallel corrugations of which the hills, valleys, 'and connecting portions between the hills and valleys are substantially 'lat; anda lowermetallic sheet also secured to the frame` of the car and' formed with horizontalparallel -corrugations relatively s deeper.than the corrugations of said-upper -sheet, of which the hills; valleys, and con-'- necting'portions between the hills and val- 1eys are substantially flat; substantially as 5. A. sheet metal end structure for railway cars, 'embodyingz' an upper metallic sheetsecured to the frame of the c ar and formed with attenedhorizontal parallel corrugations; and a lower-metallic sheet also se- E(aired tothe frame of the 'car and formed with attened horizontalparallel corrugations relatively deeper than. the eorrugatons of said upper'sheet; substantially as speeled 6: sheet metal end structure for railway -cars, embodying: an upper metallic sheet secured to the car framefand constibody tuted of a plurality of parallel corrugations merging 'at their ends in .tothe mar ins of the sheet, said corrugations be1ng ormed with extended flat tops'goined by sloping webs, the Width of such Y at tops be1ng not greater than the depth between the tops of car; substantially as specified.

corrugations disposed on opposite sides of the neutral plane of the sheet body; and

a lower metallic sheet body also Secured vto the car frame and constituted of a plurality of v-corrugations formed similarly to but relatively deeper than those of the upper sheet body, to resist the relatively greater loadthrust developed inthe lower portion of the A 7 A metallicl end-sheet Ifor railway cars embodying a sheet-body constituted of al plurality. of truncated parallel corrugatlons merging-at their -ends 'into the margins of the sheet and having their flat tops joined and trussed by sloping webs, thellat tops being of substantial width 4but not wider than the depth between suchftops of the corrugations disposed on opposite sides of the neutral plane of the sheet body,'whereby metal i s massed at the greatest distance from said neutral lane but not extended beyond the range of tlie truss eifect of said webs, substantially as specified. 7

8. A' metal-end sheet for railway cars embodying a sheet-bodyv constituted of a plurality of truncated parallel corrugatlons having their flat tops joined and trussed by slop' webs, the fiat tops being of substan tial width but not wider than the depth between such tops of the corrugations disposed on op itesides of the neutral lane of the s'heety, whereby the metal 1s massed at the greatest distance from said neutral plane but not extended beyond the range of the truss eifect of said webs, substantially as specified. f

9. A sheet-metal car-end embodying a corrugations pressed alternately inwardly land outwardly from the neutral plane of the sheet-bod said corrugations being formed with atvtops each of which is of an extended width not greater than the total depth of the sheet-body perpendicularly through its neutral plane, said flat tops besheet-body constituted of a series of parallel 

